JP7020382B2 - Hybrid vehicle - Google Patents

Description

The present disclosure relates to evacuation running control when a converter mounted on a hybrid vehicle is abnormal.

Evacuation running control may be executed when an abnormality occurs in a power conversion device such as a converter or an inverter that supplies electric power to an electric motor mounted on a hybrid vehicle. For example, Japanese Patent Application Laid-Open No. 2014-125053 (Patent Document 1) provides a technique for executing retractable travel control in which a vehicle is driven by using power generated by an engine when a boost converter mounted on a hybrid vehicle fails. Will be disclosed.

Japanese Unexamined Patent Publication No. 2014-125053

However, if the evacuation running control is executed without considering the speed status of the vehicle when an abnormality occurs in the hybrid vehicle, it takes time to accelerate from the low speed running of the vehicle, and the driver of the vehicle at the time of executing the evacuation running control. Possibility may deteriorate.

The present disclosure has been made to solve the above-mentioned problems, and an object thereof is to provide a hybrid vehicle that executes evacuation running control according to a speed condition of the vehicle when an abnormality occurs in the converter.

The hybrid vehicle according to a certain aspect of the present disclosure includes an electric motor that generates a driving force of the vehicle, an engine configured to be a source of at least one of the driving force and the electric power supplied to the electric motor, and an electric motor. A power storage device that stores the power supplied to the power storage device, a power conversion device that is installed between the power storage device and the motor and is composed of a converter connected to the power storage device and an inverter connected to the motor, and vehicle speed information. The first evacuation running control that consumes the power of the power storage device to run the vehicle while the engine is stopped, and the second evacuation running that runs the vehicle using the engine It is provided with a control device that executes one of the controls. The upper limit value of the driving force at the time of executing the first evacuation running control is higher than the upper limit value of the driving force at the time of executing the second evacuation running control in the speed range where the speed of the vehicle is lower than the threshold value. The control device executes the first evacuation running control when the speed of the vehicle is lower than the threshold value at the time of abnormality of the converter, and the second evacuation when the speed of the vehicle is higher than the threshold value. Execute driving control.

In this way, when the first evacuation travel control is executed when the vehicle is traveling at a low speed lower than the threshold value at the time of an abnormality of the converter, the second evacuation travel control is executed. Since the upper limit of the driving force is higher, it is possible to suppress deterioration of the drivability of the vehicle such that it takes time to accelerate from low speed driving. On the other hand, when the second evacuation travel control is executed when the vehicle is traveling at a high speed higher than the threshold value when the converter is abnormal, the evacuation travel is performed while suppressing the depletion of the electric power of the power storage device. Can be done.

According to the present disclosure, it is possible to provide a hybrid vehicle that executes evacuation running control according to the speed condition of the vehicle when an abnormality occurs in the converter.

It is an overall block diagram which shows an example of the structure of the hybrid vehicle which concerns on this embodiment. It is a flowchart which shows an example of the process executed by an ECU. It is a timing chart which shows the time change of the acceleration of a hybrid vehicle. It is a timing chart which shows the time change of the vehicle speed of a hybrid vehicle.

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. The same or corresponding parts in the drawings are designated by the same reference numerals and the description thereof will not be repeated.

FIG. 1 is an overall block diagram showing an example of the configuration of the hybrid vehicle 100 according to the present embodiment. With reference to FIG. 1, the hybrid vehicle 100 includes a power storage device B, a converter 10, a first inverter 22, a second inverter 24, positive electrode lines PL1 and PL2, negative electrode lines NL, and smoothing capacitors C1 and C2. And a discharge resistance Rd. Further, the hybrid vehicle 100 includes a first motor generator (hereinafter referred to as a first MG) 30, a second motor generator (hereinafter referred to as a second MG) 32, an engine 34, a drive wheel 38, and a DC /. It further includes a DC converter 44, an auxiliary load 46, an electronic control unit (ECU) 50, a navigation system 52, and a vehicle speed sensor 54.

The first MG 30 is incorporated in the hybrid vehicle 100 as one that mainly operates as a generator driven by the engine 34 and also operates as a starting motor of the engine 34.

The second MG 32 is mounted as a drive source for the hybrid vehicle 100. Specifically, the second MG 32 is connected to the drive shaft of the drive wheel 38 and is incorporated in the hybrid vehicle 100 as a motor for driving the drive wheel 38.

The power storage device B is a rechargeable DC power source, and is composed of, for example, a secondary battery such as a nickel hydrogen secondary battery or a lithium ion secondary battery, an electric double layer capacitor, or the like. The power storage device B stores the electric power supplied to the traveling second MG 32. Further, the power storage device B is charged by receiving the DC power output from the converter 10 to the positive electrode line PL1.

The converter 10 is provided between the power storage device B and the first inverter 22 and the second inverter 24. The converter 10 includes a reactor L, power semiconductor switching elements (hereinafter, simply referred to as “switching elements”) Q1 and Q2, and diodes D1 and D2. The switching elements Q1 and Q2 are connected in series between the positive electrode line PL2 and the negative electrode line NL. The diodes D1 and D2 are connected to the switching elements Q1 and Q2 in antiparallel, respectively. One end of the reactor L is connected to the positive electrode line PL1, and the other end is connected to the connection node of the switching elements Q1 and Q2.

The switching elements (not shown) used in the switching elements Q1 and Q2, the first inverter 22, and the second inverter 24 include, for example, an IGBT (Insulated Gate Bipolar Transistor), a bipolar transistor, and a MOSFET (Metal Oxide Semiconductor). Field Effect Transistor), GTO (Gate Turn Off thyristor), etc. can be used.

The converter 10 is a current reversible step-up chopper circuit. The converter 10 turns on / off the switching elements Q1 and Q2 in response to the signal PWC from the ECU 50, thereby boosting the voltage of the positive electrode line PL2 to a voltage higher than the output voltage of the power storage device B. Specifically, the converter 10 boosts the voltage of the positive electrode line PL2 by discharging the stored energy to the positive electrode line PL2 via the diode D1 when the switching element Q2 is turned off.

When the voltage of the positive electrode line PL2 is lower than the target, by increasing the on-duty of the switching element Q2, a current can be passed from the power storage device B to the positive electrode line PL2 by using the reactor L, and the positive electrode line PL2 The voltage can be increased. On the other hand, when the voltage of the positive electrode line PL2 is higher than the target, a current can be passed from the positive electrode line PL2 to the positive electrode line PL1 by increasing the on-duty of the switching element Q1, and the voltage of the positive electrode line PL2 can be lowered. ..

Further, the converter 10 stops its operation when it receives the stop signal SDWN from the ECU 50. Specifically, when the converter 10 receives the stop signal SDWN, the switching elements Q1 and Q2 are in the cutoff state (off state).

The first inverter 22 and the second inverter 24 are provided corresponding to the first MG 30 and the second MG 32, respectively. The first inverter 22 and the second inverter 24 are electrically connected to the positive electrode line PL2 and the negative electrode line NL. Based on the signal PWI1 from the ECU 50, the first inverter 22 converts the AC power generated by the motor generator 30 into DC power using the output of the engine 34, and outputs the converted DC power to the positive electrode line PL2. The second inverter 24 converts the DC power received from the positive electrode line PL2 into AC power based on the signal PWI2 from the ECU 50, and outputs the converted AC power to the second MG 32.

The smoothing capacitor C1 smoothes the AC component of the voltage fluctuation between the positive electrode line PL1 and the negative electrode line NL. The smoothing capacitor C2 smoothes the AC component of the voltage fluctuation between the positive electrode line PL2 and the negative electrode line NL. The discharge resistance Rd discharges the electric power stored in the smoothing capacitor C2, for example, when the SMR (System Main Relay) (not shown) between the power storage device B and the converter 10 is cut off.

The first MG 30 and the second MG 32 are both AC motors, and are composed of, for example, a permanent magnet type AC synchronous motor in which a permanent magnet is embedded in a rotor. The first MG 30 uses the power of the engine 34 to generate AC power, and outputs the generated AC power to the first inverter 22. The second MG 32 generates torque for driving the drive wheels 38 by the AC power received from the second inverter 24.

The DC / DC converter 44 is electrically connected to the positive electrode line PL1 and the negative electrode line NL. The DC / DC converter 44 converts the DC power received from the positive electrode line PL1 into the voltage level of the auxiliary load 46 based on the signal DR from the ECU 50, and outputs the DC power to the auxiliary load 46. The auxiliary machine load 46 comprehensively shows various auxiliary machines mounted on the hybrid vehicle 100 and a power storage device for auxiliary machines that stores electric power supplied from the DC / DC converter 44. The auxiliary load 46 includes, for example, an auxiliary device (for example, an ignition device, a fuel injection device, etc.) that operates the engine 34.

The ECU 50 performs a converter 10, a first inverter 22, a second inverter 24, an engine 34, and a DC / DC by software processing that executes a pre-stored program in a CPU (Central Processing Unit) and / or hardware processing by an electronic circuit. Controls the converter 44.

Specifically, the ECU 50 is a signal for driving the converter 10 based on the voltage VL between the positive electrode line PL1 and the negative electrode line NL, the voltage VH between the positive electrode line PL2 and the negative electrode line NL, and the like. A PWC is generated, and the generated signal PWC is output to the converter 10. The voltages VL and VH are detected by a voltage sensor (not shown).

Further, the ECU 50 generates a signal DR for driving the DC / DC converter 44 based on the power consumption (or required power) of the auxiliary load 46, and outputs the generated signal DR to the DC / DC converter 44. do.

For example, when the converter 10 is abnormal, the ECU 50 can stop the operation of the converter 10 and execute the first evacuation travel control in which the converter 10 travels by the second MG 32 using the electric power of the power storage device B.

Specifically, for example, when an abnormality of the converter 10 is detected based on the state signal ST from the converter 10, the ECU 50 generates a stop signal SDWN and outputs it to the converter 10. When the converter 10 receives the stop signal SDWN, the converter 10 shuts off the switching elements Q1 and Q2 and stops the operation.

The ECU 50 further generates a torque command value of the second MG 32 for traveling by the second MG 32 by using the electric power supplied from the power storage device B without being boosted by the converter 10. Then, the ECU 50 generates a signal PWI2 for driving the second inverter 24 based on the generated torque command value and outputs the signal PWI2 to the second inverter 24. At this time, the ECU 50 stops the operation of the first inverter 22 and the engine 34.

Further, when the converter 10 is abnormal, the ECU 50 can stop the operation of the converter 10 and execute the second evacuation travel control in which the converter 10 travels by the second MG 32 using the generated power of the first MG 30.

Specifically, for example, when an abnormality of the converter 10 is detected based on the state signal ST from the converter 10, the ECU 50 generates a stop signal SDWN and outputs it to the converter 10. When the converter 10 receives the stop signal SDWN, the converter 10 shuts off the switching elements Q1 and Q2 and stops the operation.

Further, the ECU 50 uses the power of the engine 34 to generate electric power by the first MG 30, and uses the generated electric power to generate torque command values of the first MG 30 and the second MG 32 for traveling by the second MG 32. Then, the ECU 50 generates signals PWI1 and PWI2 for driving the first inverter 22 and the second inverter 24 based on the generated torque command value, and outputs the signals to the first inverter 22 and the second inverter 24, respectively. .. When the second retracting travel control is executed, the ECU 50 starts the engine 34 by using the first MG 30 when the engine 34 is in the stopped state. While the engine 34 is in operation, electric power is supplied from the power storage device B to the auxiliary equipment that operates the engine 34 via the DC / DC converter 44.

The upper limit of the driving force of the hybrid vehicle 100 when the first retracting travel control is executed is set in a speed range in which the speed of the hybrid vehicle 100 (hereinafter, also referred to as vehicle speed) is lower than the threshold value V (0). It is assumed that the power storage device B, the first MG30, and the engine 34 are configured so as to be higher than the upper limit value of the driving force of the hybrid vehicle 100 at the time of executing the second retracting travel control. Further, in the present embodiment, the upper limit of the driving force of the hybrid vehicle 100 at the time of executing the first retracting travel control is the second retracting traveling control in the speed range where the vehicle speed is the threshold value V (0) or more. It is assumed that the power storage device B, the first MG30, and the engine 34 are configured so as to be lower than the upper limit value of the driving force of the hybrid vehicle 100 at the time of execution.

Regarding the "abnormality" of the converter 10, for example, "abnormality" is detected when overheating caused by a failure of the switching elements Q1 and Q2, reactor L, or the like is detected, or when an abnormal current is detected. .. The "abnormality" of the converter 10 is detected by an abnormality detection circuit of the converter 10 (including, for example, a temperature sensor that detects the temperature of the converter 10 and a current sensor that detects the current flowing through the converter 10), and determines the state of the converter 10. Although the case where the converter 10 notifies the ECU 50 by the indicated state signal ST is shown as an example, the ECU 50 may detect an abnormality of the converter 10 based on the detected values such as the temperature and the current of the converter 10.

The navigation system 52 is configured to acquire position information of the hybrid vehicle 100 (such as the current location of the hybrid vehicle 100) and driving information of the hybrid vehicle 100 (for example, vehicle speed information such as the speed of the hybrid vehicle 100). The navigation system 52 includes, for example, a GPS (Global Positioning System) receiver (not shown) that identifies the current location of the hybrid vehicle 100 based on radio waves from an artificial satellite. The navigation system 52 executes various navigation processes of the hybrid vehicle 100 specified by the GPS receiver.

More specifically, the navigation system 52 is based on the GPS information of the hybrid vehicle 100 and the road map data stored in the memory (not shown), and the traveling route (traveling) from the current location of the hybrid vehicle 100 to the destination. A planned route or a target route) is set, and information on the traveling route is transmitted to the ECU 50. Further, the navigation system 52 transmits, for example, information about the current location of the hybrid vehicle 100 specified by using the GPS receiver to the ECU 50. Further, the navigation system 52 may acquire the speed of the hybrid vehicle 100 calculated from the time change amount of the current location of the hybrid vehicle 100 specified by using the GPS receiver as vehicle speed information and transmit it to the ECU 50. The ECU 50 stores the information acquired from the navigation system 52 in the memory of the ECU 50.

The navigation system 52 further includes, for example, a display with a touch panel (not shown). The display with a touch panel superimposes the current location and traveling route of the hybrid vehicle 100 on a road map, displays peripheral information, and displays information from the ECU 50. In addition, the display with a touch panel accepts various operations by the user.

The vehicle speed sensor 54 detects the vehicle speed. The vehicle speed sensor 54 transmits a signal indicating the vehicle speed to the ECU 50. Instead of the vehicle speed sensor 54, a wheel speed sensor that detects the rotation speed of the drive wheel 38, an output shaft rotation speed sensor that detects the rotation speed of the output shaft of the transmission (not shown), or the like can be used. In this case, the ECU 50 can acquire the vehicle speed from the detected rotation speed of the drive wheel 38, the rotation speed of the output shaft, and the gear ratio up to the drive wheel 38.

In the hybrid vehicle 100 having the above configuration, when the converter 10 is abnormal, for example, by executing the second evacuation travel control, a sufficient mileage is secured while suppressing the power exhaustion of the power storage device B. be able to.

However, if the evacuation running control is executed without considering the speed status of the hybrid vehicle 100 when an abnormality occurs in the hybrid vehicle 100, it takes time to accelerate the hybrid vehicle 100 from the low speed running, and the evacuation running control is executed. The drivability of the hybrid vehicle 100 at times may deteriorate.

Therefore, in the present embodiment, the ECU 50 executes the first evacuation running control when the vehicle speed is lower than the threshold value V (0) at the time of abnormality of the converter 10, and the vehicle speed is the threshold value V. If it is (0) or more, the second evacuation running control shall be executed.

By doing so, when the hybrid vehicle 100 is traveling at a low speed lower than the threshold value V (0) at the time of abnormality of the converter 10, when the first evacuation travel control is executed, the second evacuation travel control is performed. Since the upper limit of the driving force is higher than when the above is executed, it is possible to suppress deterioration of drivability of the hybrid vehicle 100 such that it takes time to accelerate from low speed running. On the other hand, when the second evacuation travel control is executed when the vehicle is traveling at a high speed of the threshold value V (0) or more at the time of abnormality of the converter 10, the evacuation is suppressed while suppressing the depletion of the electric power of the power storage device B. You can run.

Hereinafter, the processing executed by the ECU 50 will be described with reference to FIG. FIG. 2 is a flowchart showing an example of processing executed by the ECU 50. The processing shown in this flowchart is repeatedly executed by the ECU 50 shown in FIG. 1 at a predetermined processing cycle.

At step 100 (hereinafter, step is referred to as S) 100, the ECU 50 determines whether or not an abnormality has occurred in the converter 10. Since the detection of the "abnormality" of the converter 10 is as described above, the detailed description thereof will not be repeated. The ECU 50 determines, for example, whether or not an abnormality has occurred in the converter 10 based on the status signal ST from the converter 10. When it is determined that an abnormality has occurred in the converter 10 (YES in S100), the process is transferred to S102.

In S102, the ECU 50 stops (shuts down) the converter 10. The ECU 50 stops (shuts down) the converter 10 by generating, for example, a stop signal SDWN and outputting it to the converter 10.

In S104, the ECU 50 acquires vehicle speed information. For example, the ECU 50 may acquire the speed of the hybrid vehicle 100 received from the vehicle speed sensor 54 as vehicle speed information, or may acquire vehicle speed information from the navigation system 52.

In S106, the ECU 50 determines whether or not the vehicle speed is smaller than the threshold value V (0). As described above, the threshold value V (0) is such that the upper limit value of the driving force of the hybrid vehicle 100 at the time of executing the first retracting running control is the upper limit value of the driving force of the hybrid vehicle 100 at the time of executing the second retracting running control. The speed range of the hybrid vehicle 100, which is higher than that of the hybrid vehicle 100, and the upper limit of the driving force of the hybrid vehicle 100 when the first retracting travel control is executed are higher than the upper limit of the driving force of the hybrid vehicle 100 when the second retracting traveling control is executed. The vehicle speed, which is the boundary with the low speed range, is set.

When it is determined that the vehicle speed is smaller than the threshold value V (0) (YES in S106), the process is transferred to S108.

In S108, the ECU 50 executes the first evacuation travel control. Since the first evacuation running control is as described above, the detailed description thereof will not be repeated. When it is determined that the vehicle speed is equal to or higher than the threshold value V (0) (NO in S106), the process is transferred to S110.

In S110, the ECU 50 executes the second evacuation travel control. Since the second evacuation running control is as described above, the detailed description thereof will not be repeated.

The operation of the ECU 50 based on the above structure and the flowchart will be described below with reference to FIGS. 3 and 4.

FIG. 3 is a timing chart showing the time change of the acceleration of the hybrid vehicle 100. The vertical axis of FIG. 3 shows the acceleration of the hybrid vehicle 100. The horizontal axis of FIG. 3 indicates time. LN1 (dashed-dotted line) in FIG. 3 shows the change in acceleration when the first evacuation running control is executed. LN2 (broken line) in FIG. 3 shows the change in acceleration when the second evacuation running control is executed. LN3 (solid line) in FIG. 3 shows the change in acceleration when the first evacuation travel control is switched to the second evacuation travel control according to the speed. LN1 in FIG. 3 overlaps with LN3 in FIG. 3 before time T (0). Further, LN2 in FIG. 3 overlaps with LN3 in FIG. 3 after time T (0).

FIG. 4 is a timing chart showing the time change of the vehicle speed of the hybrid vehicle 100. The vertical axis of FIG. 4 indicates the vehicle speed. The horizontal axis of FIG. 4 indicates time. LN4 (dashed-dotted line) in FIG. 4 shows a change in vehicle speed when the first evacuation running control is executed. LN5 (broken line) in FIG. 4 shows the change in acceleration when the second evacuation running control is executed. LN6 (solid line) in FIG. 4 shows the change in vehicle speed when the first evacuation travel control is switched to the second evacuation travel control according to the speed. LN4 in FIG. 4 overlaps with LN6 in FIG. 4 before time T (0). Further, LN5 in FIG. 4 overlaps with LN6 in FIG. 4 after time T (0).

In addition, in FIGS. 3 and 4, it is assumed that the hybrid vehicle 100 starts accelerating with the accelerator fully opened from the stopped state.

As shown in LN1 and LN2 of FIG. 3, when the first evacuation running control is executed, the upper limit of the acceleration of the hybrid vehicle 100 is before the time T (0) when the vehicle speed reaches V (0). Is higher than the upper limit of the acceleration of the hybrid vehicle 100 when the second retracted travel control is executed.

That is, the upper limit of the driving force of the hybrid vehicle 100 when the first retracted travel control is executed is the upper limit of the hybrid vehicle 100 when the second retracted travel control is executed in the speed region where the vehicle speed is smaller than V (0). It becomes higher than the upper limit of the driving force.

On the other hand, when the first evacuation running control is executed, the upper limit of the acceleration of the hybrid vehicle 100 is the time T (0) when the vehicle speed becomes V (0) or more, as shown in LN1 and LN2 of FIG. After that, it becomes lower than the upper limit value of the acceleration of the hybrid vehicle 100 when the second evacuation running control is executed.

That is, the upper limit of the driving force of the hybrid vehicle 100 when the first retracting travel control is executed is the driving of the hybrid vehicle 100 when the second retracting traveling control is executed in the speed region where the vehicle speed V (0) or more. It is lower than the upper limit of force.

Therefore, in the present embodiment, as described below, the acceleration of the hybrid vehicle 100 is increased by switching from one of the first evacuation travel control and the second evacuation travel control to the other according to the vehicle speed. , The vehicle speed changes along LN3 in FIG. 3, and the vehicle speed changes along LN6 in FIG.

For example, it is assumed that an abnormality occurs in the converter 10 while the hybrid vehicle 100 is in operation. When it is determined that an abnormality has occurred in the converter 10 (YES in S100), the operation of the converter 10 is stopped (S102).

The speed information of the hybrid vehicle 100 is acquired from the navigation system 52 or the vehicle speed sensor 54 (S104).

When the vehicle speed included in the vehicle speed information is smaller than the threshold value V (0) (YES in S106), the first evacuation travel control is executed (S108).

At this time, the first evacuation running control is executed during the period from the start of acceleration to the time T (0) when the vehicle speed becomes the threshold value V (0) or more. The driving force of the hybrid vehicle 100 when the first retracted travel control is executed is higher than the driving force when the second retracted travel control is executed. Therefore, the acceleration of the hybrid vehicle 100 when the first retracted travel control is executed (LN3 in FIG. 3) is higher than the acceleration of the hybrid vehicle 100 when the second retracted travel control is executed (LN2 in FIG. 3). growing. As a result, as shown in LN5 and LN6 of FIG. 4, the speed of the hybrid vehicle 100 increases more quickly when the first evacuation travel control is executed than when the second evacuation travel control is executed. That is, the acceleration of the hybrid vehicle 100 is suppressed from being sluggish.

On the other hand, when the vehicle speed is equal to or higher than the threshold value V (0) (NO in S106), the second evacuation running control is executed (S110).

When the vehicle speed becomes the threshold value V (0) or more, the driving force of the hybrid vehicle 100 when the second retracting travel control is executed becomes higher than the driving force when the first retracting traveling control is executed. Therefore, the acceleration of the hybrid vehicle 100 (LN3 in FIG. 3) when the second retracted travel control is executed is higher than the acceleration of the hybrid vehicle 100 (LN1 in FIG. 3) when the first retracted travel control is executed. growing. As a result, as shown in LN4 and LN6 of FIG. 4, the speed of the hybrid vehicle 100 is higher when the second evacuation travel control is executed than when the first evacuation travel control is executed.

As described above, according to the hybrid vehicle 100 according to the present embodiment, when the speed of the hybrid vehicle 100 is lower than the threshold value V (0) at the time of abnormality of the converter 10, the hybrid vehicle 100 is traveling at a low speed. When the 1st retracted driving control is executed, the upper limit of the driving force is higher than when the 2nd retracting driving control is executed, so that the drivability of the hybrid vehicle 100 deteriorates, for example, it takes time to accelerate from low speed driving. Can be suppressed. On the other hand, when the speed of the hybrid vehicle 100 is traveling at a high speed of the threshold value V (0) or more at the time of abnormality of the converter 10, when the second evacuation travel control is executed, the electric power of the power storage device B is exhausted. It is possible to carry out evacuation running while suppressing. Therefore, it is possible to provide a hybrid vehicle that executes evacuation travel control according to the road surface condition on which the vehicle travels when an abnormality occurs in the converter.

Further, when the second retractable travel control is executed when the speed of the hybrid vehicle 100 is traveling at a high speed equal to or higher than the threshold value V (0) at the time of abnormality of the converter 10, the first retractable travel control is executed. Since the upper limit of the driving force is higher than in the case where the driving force is increased, it is possible to suppress deterioration of drivability of the hybrid vehicle 100, such as the time required for acceleration when further acceleration is required during high-speed driving.

Hereinafter, modification examples will be described.
In the above-described embodiment, the hybrid vehicle 100 has described the configuration of the series hybrid vehicle as an example, but the hybrid vehicle 100 has, for example, a configuration in which the power from the engine 34 can be directly transmitted to the drive wheels. It may be a hybrid vehicle having. In the hybrid vehicle having such a configuration, the first evacuation travel control is to drive the second MG 32 by using the electric power of the power storage device B to drive the hybrid vehicle 100, and the second evacuation travel control is at least the engine 34. The power of the hybrid vehicle 100 may be transmitted to the drive wheels to drive the hybrid vehicle 100. For example, in the second evacuation travel control, the power of the engine 34 may be transmitted to the drive wheels, and the generated power of the first MG 30 generated by the engine may be supplied to the second MG 32 to drive the hybrid vehicle 100. ..

Further, in the above-described embodiment, the description has been made on the assumption that the accelerator opening is fully open, but for example, it depends on whether the vehicle speed is smaller than V (0) when the accelerator opening is the threshold value. The first evacuation travel control and the second evacuation travel control may be switched. By doing so, it is possible to switch between the first evacuation travel control and the second evacuation travel control according to the acceleration request of the user and the vehicle speed, so that deterioration of drivability can be suppressed.

In addition, the above-mentioned modification may be carried out by appropriately combining all or a part thereof.
It should be considered that the embodiments disclosed this time are exemplary in all respects and not restrictive. The scope of the present invention is shown by the scope of claims rather than the above description, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.

10 Converter, 22 1st Inverter, 24 2nd Inverter, 30 1st MG, 32 2nd MG, 34 Engine, 38 Drive Wheels, 44 DC / DC Converter, 46 Auxiliary Load, 50 ECU, 52 Navigation System, 54 Vehicle Speed Sensor, 100 Hybrid vehicle, B power storage device, C1, C2 smoothing capacitor, D1, D2 diode, Q1, Q2 switching element, Rd discharge resistance.

Claims (1)

An electric motor that generates the driving force of the vehicle and
An engine configured to be a source of at least one of the driving force and the electric power supplied to the motor.
A power storage device that stores electric power supplied to the motor, and
A power conversion device provided between the power storage device and the electric motor and composed of a converter connected to the power storage device and an inverter connected to the electric motor.
An information acquisition device that acquires speed information of the vehicle, and
When the converter is abnormal, the first retractable running control in which the electric power of the power storage device is consumed to drive the vehicle while the engine is stopped, and the second retractable running control in which the vehicle is driven by using the engine. Equipped with a control device to execute any of
The upper limit value of the driving force at the time of executing the first evacuation running control is higher than the upper limit value of the driving force at the time of executing the second evacuation running control in the speed range where the speed of the vehicle is lower than the threshold value. ,
The control device is used in the event of an abnormality in the converter.
When the speed of the vehicle is lower than the threshold value, the first evacuation running control is executed.
A hybrid vehicle that executes the second evacuation travel control when the speed of the vehicle is higher than the threshold value.

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